Other Motor Vehicle Dealers (United States) — NAICS 4412

A rollup primer for both public-market and private investors. This level combines two child industries — Recreational Vehicle Dealers (44121) and Motorcycle, Boat, and Other Motor Vehicle Dealers (44122) — into the retail category for the vehicles Americans buy for fun and for off-road work: RVs, boats, motorcycles, and ATVs.

1. Overview

The North American Industry Classification System (NAICS) — the U.S. federal scheme for sorting businesses — uses 4412 as the four-digit "industry group" for Other Motor Vehicle Dealers. It sits inside NAICS 441 (Motor Vehicle and Parts Dealers) alongside automobile dealers (4411) and auto-parts/tire stores (4413), and it is best understood as the retail home for everything with an engine that isn't a car: recreational vehicles (RVs), boats, motorcycles, all-terrain vehicles (ATVs), and side-by-sides.[1]

It is one industry group with a single, unifying economic character. Every dealer in it sells a big-ticket, discretionary, heavily financed product; makes its thinnest margin on the vehicle itself and its best money on the services that attach to it — financing, protection products, parts, and repair; and carries its inventory on borrowed money, which makes it doubly exposed to interest rates (the buyer's monthly payment and the dealer's carrying cost both move with the Federal Reserve). Under federal counting the group runs about $110.7 billion of receipts across roughly 13,906 dealer locations employing about 171,382 people.[2][3]

The two children rhyme in economics but differ in the ways an investor most cares about — relative size, ownership mix, concentration, direction of travel, and how you can actually buy exposure. That contrast is the point of this primer.

2. What's inside — the two child industries and how they differ

NAICS 4412 splits into two five-digit "industries":[1]

• 44121 — Recreational Vehicle Dealers: retailers of new and used motorhomes, travel trailers, and campers. (This code does not split further; its one national industry, 441210, is identical to it.)[4]
• 44122 — Motorcycle, Boat, and Other Motor Vehicle Dealers: itself split into Boat Dealers (441222) and Motorcycle, ATV & All Other Motor Vehicle Dealers (441227) — the "powersports" world of motorcycles, ATVs, side-by-sides, snowmobiles, and personal watercraft.[5][6][7]

The contrast at a glance (federal figures; receipts from the 2022 Economic Census, locations and employment from 2023 County Business Patterns):

Three differences run against intuition and are worth emphasizing:

• The bigger child carries the smaller public menu. The motorcycle/boat/other child is 61% of receipts, yet its investable public exposure is thin and split; the RV child is smaller but is the group's most consolidated piece, with the clearest (if narrow) public play.
• RV lots are the heavyweights. RV dealers are only ~21% of locations but ~39% of receipts — each RV store turns roughly $14.5 million of sales versus $6.2 million for a typical motorcycle/boat dealer, and runs about twice the headcount (~20 vs. ~10 employees).[4][5] RVs are the largest ticket in the group.
• Concentration is a blend, not a level. The group's overall top-4 share of 14.3% masks two very different children: RV dealing is moderately concentrated (35.5%), while the motorcycle/boat/other side is barely concentrated (6.5%), dragged down by powersports at 4.6%.[2][4][5]

One thread ties everything together: the same recreational-consumer cycle drives all of it. Polaris, for instance, builds off-road vehicles and Indian motorcycles that flow through powersports dealers and pontoon boats that flow through boat dealers — a reminder that RVs, boats, and powersports rise and fall on the same interest-rate-and-confidence tide.[5]

3. How big it is (this level's rollup figures)

Ground-truth federal figures for NAICS 4412. These come from two surveys and two years, so read them as a picture of scale, not a single financial statement.

A few reads. The average location turns roughly $8.0 million of sales with about 12 employees at an average wage near $60,000 — approximate, since it spreads 2022 receipts across 2023 headcounts.[2][3] The group is unconcentrated at the top but consolidating in pockets: even the fifty largest firms together hold under a third of the market (CR50 29.1%), yet the RV child inside it is meaningfully concentrated. The single-number concentration measure (the Herfindahl-Hirschman Index, or HHI, which antitrust agencies treat as "unconcentrated" below 1,500) is suppressed in the federal source at this level, so we do not state it; the motorcycle/boat/other child's HHI of 16.9 gives a sense of just how fragmented the larger slice is.[2][5]

The children sum cleanly into these totals — receipts ($43.2B + $67.5B = $110.7B), locations (2,972 + 10,934 = 13,906), employees, and payroll all reconcile. Firm counts add up only approximately (2,170 + 10,098 versus 12,262 reported), because a company operating in both children is counted once here but twice across the children.[2][4][5]

Undercount and scope caveats. Three matter, and they weigh more heavily on one child than the other:

• Employer-only counts. The Economic Census and County Business Patterns cover businesses with paid employees, so the smallest owner-operated shops, broker-only sellers, and informal activity are undercounted. This is a bigger issue for the motorcycle/boat/other child, which is dominated by small, individually owned businesses; the RV side is more conventionally captured (sizeable, licensed, fixed-location lots).[3][4][5]
• Private-party sales are omitted entirely. A large share of used boats and powersports units change hands peer-to-peer, with no dealer involved, and never appear in these receipts.[5][19] The recreation economy around these codes is also larger than the showroom captures — total recreational-boating spending (engines, fuel, docking, insurance, maintenance) was about $55.6 billion in 2024, far more than boat dealers alone book.[19]
• A 2022 snapshot near a peak. The $110.7 billion receipts figure was measured at a high point in the cycle. With RV shipments and powersports/boat units all running well below their 2021–22 peaks through 2023–2025, current-year receipts are likely below that mark — cushioned, not offset, by used sales, parts, and service.[9][19][20]

4. The investable universe — where value concentrates across the children

Public-market exposure is thin across the whole group and concentrates very differently between the two children. This is where the size-versus-investability paradox becomes concrete. (Tickers and figures appear here and in §10 only.)

RV child (44121) — one pure-play carries it. As of 2026 there is essentially one listed pure-play RV dealer, Camping World Holdings (NYSE: CWH) — the scale leader at roughly 200 locations and about $6.4 billion in FY2025 revenue, but carrying meaningful floor-plan and term debt and single-name concentration.[11] The former number-two, Lazydays Holdings, was liquidated and delisted in late 2025, with common shareholders receiving nothing.[12] Everything else is private: sponsor-backed roll-ups such as Blue Compass RV (100+ locations) and family groups like Campers Inn, General RV, and Bish's, plus a long tail of single-lot dealers.[13]

Boat side of 44122 — two scaled roll-ups. Direct listed exposure runs through three names: MarineMax (NYSE: HZO), the largest U.S. boat/yacht retailer (~$2.31B FY2025 revenue, 120+ locations, plus marinas and superyacht brokerage);[14] OneWater Marine (Nasdaq: ONEW), a dealer consolidator founded in 2014 (~$1.87B revenue, 95 dealerships);[15] and micro-cap NextBoat (NYSE American: NXB), a used-boat brokerage/finance specialist (~$120M revenue).[16]

Powersports side of 44122 — one leveraged pure-play. Despite being the largest slice of the group, its direct listed exposure is the narrowest and riskiest: RideNow Group (Nasdaq: RDNW), the largest U.S. powersports retailer (~$1.08B revenue, 48 stores) but a leveraged turnaround (net loss ~$52M; long-term debt ~$208M in FY2025).[17] Sonic Automotive (NYSE: SAH), a large auto retailer, is building a powersports arm via Harley-Davidson store purchases — indirect, diluted exposure.[18]

Upstream manufacturers are the larger, more liquid way to play the cycle — but their economics are manufacturing, not retail. RV: Thor (NYSE: THO), Winnebago (NYSE: WGO), supplier Patrick Industries (Nasdaq: PATK). Boats: Brunswick (NYSE: BC), Malibu Boats (Nasdaq: MBUU), MasterCraft (Nasdaq: MCFT). Powersports: Harley-Davidson (NYSE: HOG), BRP (Nasdaq: DOOO), LiveWire (NYSE: LVWR), and the big Japanese makers (Honda, Yamaha, Suzuki, Kawasaki). Polaris (NYSE: PII) straddles both water and land.[21]

Private ownership is the industry. More than 12,000 firms are privately held — mostly single-location family businesses, with a thin layer of regional multi-store groups, employee-owned firms (ESOPs), and private-equity-backed platforms. For private capital, this fragmented base of rooftops — not the handful of tickers — is the real arena.

5. How the money works

The whole group runs essentially the same profit model, which is why these dealers belong together: a low-margin product sale wrapped in higher-margin services, financed on borrowed inventory. A dealer earns across four stacked profit centers, and the mix — not the sticker price — determines whether it makes money:

1. New-unit sales — the revenue headline but the thinnest margin, and the first thing discounted when demand softens.[4][11]
2. Used-unit sales — structurally higher-margin, and supply the dealer controls via trade-ins; the profit stabilizer when new sales sag.[4][17]
3. Parts, service, and accessories — the steady, high-margin annuity tied to the installed base of RVs, boats, and machines already sold; for many stores this line underwrites fixed costs and is somewhat counter-cyclical.[4][20]
4. Finance and insurance (F&I) — arranging the customer's loan and selling add-ons (extended service contracts, gap coverage, roadside plans). Tiny as a revenue share but nearly pure profit; nearly every unit in this group is financed, and F&I can be a large share of per-unit profit.[11][20]

Floor-plan financing is the cost that defines the business across all three product lines. Dealers rarely own inventory outright — they borrow against it on a short-term revolving "floor-plan" line, at a floating rate, and pay interest on each unit until it sells. That makes profitability acutely sensitive to two things at once: interest rates (the carrying cost) and inventory turns (how fast units sell). Because RVs, boats, and powersports vehicles are large, slow-turning, and seasonal, this burden is heavier here than in most retail — every unsold unit costs money daily, and that cost rises when the Fed raises rates.[11][20]

The metrics operators and investors watch are the same across the group: same-store sales (organic growth stripped of acquisitions), unit volume and gross profit per unit (new and used separately), F&I income and penetration, parts-and-service gross profit and service-bay utilization, inventory days-of-supply, and floor-plan cost.[11][17]

6. What drives demand

Demand across the whole group responds to one set of forces — these are discretionary, financed, deferrable purchases — with a few segment-specific wrinkles:

• Interest rates and credit — twice over. Rates hit the buyer (monthly payment, which sets demand more than the sticker does) and the dealer (floor-plan cost) simultaneously. Elevated rates drove the 2023–2026 softness across RVs, boats, and powersports, and hit entry-level segments hardest.[11][20]
• Household wealth and confidence. All three track equity markets, home values, and disposable income, and all fall fast when confidence drops.[11]
• The used market dominates volume. Pre-owned transactions vastly outnumber new (in boats, roughly 78% of unit sales in 2024), so used availability and pricing drive much of dealer service, brokerage, and trade-in activity.[19]
• Post-pandemic normalization. Everything surged in 2020–2022 and has been working off that high base. RV wholesale shipments swung from a record 600,240 units in 2021 to a trough of 313,174 in 2023, recovering to 342,220 in 2025; new powerboat units fell ~9% in 2024, and powersports units fell similarly off a ~1.2-million-unit 2022 peak.[9][19][20]
• Segment-specific drivers. RVs are especially fuel-price- and demographics-sensitive (a base broadening from retirees toward younger families and remote workers). Powersports has a resilient utility leg — farmers and ranchers buying UTVs/side-by-sides as work vehicles. Boating skews to an aging, affluent base and warm-weather/Sun Belt geography; snowmobiles hinge on snowfall.[4][5]

Editorial judgment: near-term demand across the level is likely to stay uneven but stabilizing rather than deteriorating. Used units, service, and utility/entry-resilient segments should outperform premium discretionary new units, and no rapid return to peak-cycle volumes should be assumed.

7. Regulation

The group is regulated primarily at the state level, with a lighter federal layer than auto retail — and oversight that splits by product and by how the dealer sells.

• State licensing and franchise law is the backbone: every dealership is licensed by its state (covering titles, sales tax, and advertising), and motor-vehicle/motorcycle franchise statutes give dealers real protection — restricting a manufacturer's ability to terminate a franchise and often requiring repurchase of unsold units. That protection is strongest in powersports/motorcycle, weaker in RVs (where dealers carry many brands and there is no true single-brand franchise system).[22]
• Consumer finance (federal). Because dealers arrange loans and sell F&I products, they fall under truth-in-lending (Regulation Z, annual-percentage-rate disclosures) and the Federal Trade Commission's (FTC) Safeguards Rule protecting customer financial data.[22]
• Product safety and emissions (federal), split by product. The Environmental Protection Agency (EPA) sets engine-emissions standards (mainly a manufacturer burden). Boats answer to the U.S. Coast Guard; off-road ATVs to the Consumer Product Safety Commission (CPSC); on-highway motorcycles, RVs, and trailers to the National Highway Traffic Safety Administration (NHTSA).[22]

There is no single dominant federal reimbursement or rate-setting regime here — regulatory risk is diffuse. Trade policy and tariffs are an increasingly cited risk across all three product lines, since many vehicles, engines, and components cross borders.[11]

8. Consolidation

The through-line of the last decade is consolidation — and the three product lines sit at genuinely different stages, which is the most investable fact at this level.

The playbook is identical everywhere, and it is the one that reshaped auto retail a generation ago: buy independent stores, then centralize F&I, financing, procurement, used-vehicle sourcing, and back-office systems to extract scale from a business that has historically run store-by-store.[11][17] Punishing floor-plan economics reward scale, and the 2023–2025 downturn accelerated a classic shakeout, transferring lots from over-levered independents to well-capitalized consolidators.

But the stages differ sharply:

• RVs are the most consolidated (CR4 35.5%), and the Lazydays wind-down — its lots absorbed by family group Campers Inn and shareholders wiped out — is the textbook case of the shakeout at work.[4][12][13]
• Boats are next (CR4 16.1%): two well-capitalized public buyers (MarineMax, OneWater) have expanded into higher-margin adjacencies like marinas and superyacht brokerage.[6][14][15]
• Powersports is earliest and messiest (CR4 4.6%): its largest consolidator (RideNow) ran an aggressive debt-funded roll-up straight into the downturn, forcing a restructuring, even as auto retailer Sonic now enters by buying Harley-Davidson stores.[7][17][18]

Editorial judgment: consolidation should continue everywhere — soft markets pressure independents to sell — but it is genuinely hard. Manufacturer approvals, local franchise laws, technician shortages, waterfront and geographic constraints, and owner relationships all limit how fast any chain can standardize these businesses. Expect selective roll-up, concentrated where a buyer can measurably improve used sourcing, service utilization, and inventory control rather than just add rooftops.

9. Risks

The risk profile is common across the group, with cyclicality and rate sensitivity dominating:

• Cyclicality and rate sensitivity. Big-ticket discretionary demand can fall by a third in two years (RV shipments did), and high rates hurt the buyer and the dealer at once.[9][20]
• Inventory/floor-plan overhang. Large, slow-turning, expensive units mean a demand air-pocket leaves dealers holding aging, discounted stock while floating-rate floor-plan interest keeps accruing; days-of-supply ran well above healthy ranges into 2025.[11][20]
• Thin margins, high leverage. Even healthy dealers net only low-single-digit percentages; a debt-funded roll-up can move quickly from growth story to solvency question (RideNow's ~$208M of debt against a net loss, and the Lazydays wipeout, are the fresh cautionary tales).[12][17]
• Manufacturer/franchise dependence. Loss of a key franchise, a weak product cycle, or a supplier's trouble dents a dealer's lineup and support.[4][5]
• Weather, climate, and geography. Hurricanes damage boat inventory and coastal facilities; snowfall governs snowmobiles; fuel prices weigh on RVs.[4][5]
• Skilled-labor scarcity. RV, marine, and powersports technicians drive the high-margin service annuity and are hard to hire and retain.[4][5]
• Channel disruption and data limits. Peer-to-peer and online used sales, big-box and ag-dealer competition, and an unproven electrification transition all pressure the franchised model; and federal data omit the smallest operators and private-party activity, so underwriting leans on primary diligence.[5][19]
• Single-name equity risk. In each child the listed exposure is one or two names — so a public investor's fate is tied to a single company's balance sheet, not the industry's.[11][17]

10. How to invest and the outlook

Public-market routes — pick your child carefully. For RV exposure, the direct play is effectively Camping World (NYSE: CWH) — the scale leader, but carrying meaningful debt and single-name concentration.[11] For boats, MarineMax (NYSE: HZO) and OneWater (Nasdaq: ONEW) are the two scaled consolidators, with micro-cap NextBoat (NYSE American: NXB) a smaller, more concentrated bet.[14][15][16] For powersports, RideNow (Nasdaq: RDNW) is the only listed pure-play — a small, leveraged turnaround, not a diversified proxy — with Sonic Automotive (NYSE: SAH) offering indirect, diluted exposure.[17][18] Across all three, investors wanting the broader recreational cycle without single-dealer risk often prefer the upstream manufacturers (Thor, Winnebago, Patrick; Brunswick, Malibu, MasterCraft; Harley-Davidson, BRP, LiveWire; and Polaris across water and land), which are larger and more liquid but carry manufacturing rather than retail economics.[21] Watch the same scorecard everywhere: same-store sales, gross profit per unit, F&I and parts-and-service attachment, inventory aging, and floor-plan cost.

Private-market routes — where most of the real capital goes. Because more than 12,000 firms are private, most capital reaches this group by buying or backing dealer groups (the buy-and-build model the public consolidators run), dealership real estate, or floor-plan and F&I paper. Adjacent opportunities capture the recurring, higher-margin end of the dollar: service-and-storage operations, marinas, and warranty/F&I providers. The core underwriting questions are common to all three product lines: How much gross profit comes from service, parts, and F&I versus new-unit volume? How old is the inventory, and who finances the floor plan? Which manufacturer franchises are durable? How dependent is the business on its owner and a few technicians? Normalize earnings for owner labor and the inventory cycle before comparing multiples. (The SBA's $40 million size standard is a screening reference for government programs, not a valuation rule.[8])

Near-term outlook (forward-looking). After two down years, the whole group appears to be stabilizing rather than rebounding sharply. The RV Industry Association's Summer 2026 forecast is cautious — roughly 300,000–328,100 shipments (median ~314,000), about 8% below 2025 — citing higher financing costs and tighter budgets;[10] boating's 2026 outlook is roughly flat-to-slightly-up, with entry-level segments leading and dealers expecting their best results in service, then used, then new; powersports shows the same shape, bottoming on units while used margins improve.[19][20] The swing factors are identical across the level: the path of interest rates (governing both consumer affordability and dealer carrying cost), the pace of inventory normalization, and continued resilience at the utility/entry-resilient and premium ends. The structural story is intact regardless of the cycle: three fragmented, asset-heavy retail industries slowly professionalizing and consolidating toward higher-margin, recurring service and finance revenue — with RV dealing furthest down that road, boats close behind, and the larger powersports slice still the most fragmented.

---

This is a rollup summary. For complete company tables, economics, metrics, and sourcing, see the child primers for NAICS 44121 (Recreational Vehicle Dealers) and NAICS 44122 (Motorcycle, Boat, and Other Motor Vehicle Dealers).

Sources

Drawn from the two child primers (44121 and 44122) and our ingested federal ground truth for this level.

1. U.S. Census Bureau. 2022 NAICS Definitions — 4412 Other Motor Vehicle Dealers (structure: children 44121 and 44122; 44122 splits into 441222 and 441227). https://www.census.gov/naics/
2. U.S. Census Bureau. 2022 Economic Census — Concentration of Largest Firms, NAICS 4412 (firms 12,262; receipts ~$110.70B; CR4 14.3%, CR8 18.5%, CR20 23.4%, CR50 29.1%; HHI suppressed). Ingested federal ground truth (stats-4412). https://www.census.gov/programs-surveys/economic-census.html
3. U.S. Census Bureau. County Business Patterns (CBP), 2023 — NAICS 4412 (establishments 13,906; employment 171,382; annual payroll ~$10.31B; Q1 payroll ~$2.34B). Ingested federal ground truth (stats-4412). https://www.census.gov/data/datasets/2023/econ/cbp/2023-cbp.html
4. Child primer NAICS 44121 — Recreational Vehicle Dealers (receipts $43.2B; establishments 2,972; firms 2,170; employment 58,913; CR4 35.5%; HHI suppressed). Sources therein: 2022 Economic Census and CBP 2023 for NAICS 441210.
5. Child primer NAICS 44122 — Motorcycle, Boat, and Other Motor Vehicle Dealers (receipts $67.5B; establishments 10,934; firms 10,098; employment 112,469; CR4 6.5%; HHI 16.9). Sources therein: 2022 Economic Census and CBP 2023 for NAICS 44122.
6. U.S. Census Bureau. 2022 Economic Census — Boat Dealers (441222) (receipts ~$23.9B; 4,246 establishments; CR4 16.1%). Via child primer 44122.
7. U.S. Census Bureau. 2022 Economic Census — Motorcycle, ATV & All Other Motor Vehicle Dealers (441227) (receipts ~$43.5B; 6,688 establishments; CR4 4.6%). Via child primer 44122.
8. U.S. Small Business Administration. Table of Size Standards — NAICS 441210, 441222, 441227 ($40M receipts). 2023. https://www.sba.gov/document/support-table-size-standards
9. RV Industry Association. Historical RV Data and 2025 Shipment Report (2021 record 600,240; 2023 trough 313,174; 2025 total 342,220). https://www.rvia.org/reports-trends/rv-shipment-reports
10. RV Industry Association. RV RoadSigns Quarterly Forecast (Summer 2026: 300,000–328,100 units, median ~314,000). https://www.rvia.org/rv-roadsigns-quarterly-forecast
11. Camping World Holdings, Inc. Form 10-K for the Year Ended December 31, 2025 and Q1 2026 results (~$6.4B revenue; ~200 locations; segment margins; floor-plan). SEC, 2026. https://www.sec.gov/Archives/edgar/data/1669779/000110465926021548/cwh-20251231x10k.htm
12. Lazydays Holdings. Delisting and wind-down (common shareholders received nothing; lots absorbed by Campers Inn). 2025. https://investors.lazydays.com/lazydays-announces-plan-to-delist-from-nasdaq/
13. Private RV roll-ups: Blue Compass RV (100+ locations), Campers Inn, General RV, Bish's. Via child primer 44121. https://www.bluecompassrv.com/locations
14. MarineMax, Inc. Form 10-K, FY ended Sept 30, 2025 (~$2.31B revenue; 120+ locations). SEC, 2025. https://www.sec.gov/Archives/edgar/data/1057060/000119312525284680/hzo-20250930.htm
15. OneWater Marine Inc. Form 10-K, FY ended Sept 30, 2025 (~$1.87B revenue; 95 dealerships). SEC, 2025. https://www.sec.gov/Archives/edgar/data/1772921/000177292125000085/onew-20250930.htm
16. NextBoat, Inc. (formerly Off The Hook Yachts). Full-Year 2025 Results (~$120M revenue; NXB rebrand). 2026. https://investor.nextboat.com/2026/03/30/off-the-hook-yachts-reports-fourth-quarter-and-full-year-2025-financial-and-operating-results/
17. RideNow Group, Inc. 2025 Form 10-K and Q4/FY2025 results (~$1.08B revenue; 48 stores; net loss ~$52.4M; long-term debt ~$207.6M). SEC / PR Newswire, 2026. https://www.sec.gov/Archives/edgar/data/1596961/000159696126000015/rdnw-20251231.htm
18. Sonic Automotive. Powersports expansion (~$15.2B parent revenue; Harley-Davidson store acquisitions). PR Newswire, 2026. https://www.prnewswire.com/news-releases/sonic-automotive-accelerates-strategic-growth-trajectory-with-breakout-powersports-expansion-302747702.html
19. National Marine Manufacturers Association. 2024 Industry Sales and 2026 Outlook ($55.6B total recreational-boating spending; new-boat units −9% in 2024; ~78% of unit sales pre-owned). https://www.nmma.org/press/article/25236
20. Motorcycle & Powersports News (Statistical Surveys). State of the Powersports Industry and dealer-economics coverage (~1.2M-unit 2022 peak; F&I per-unit profit and penetration; floor-plan cost; net margin 2–5%). https://www.motorcyclepowersportsnews.com/state-powersports-industry-august-2025/
21. Upstream manufacturers (via child primers): RV — Thor (NYSE: THO), Winnebago (NYSE: WGO), Patrick Industries (Nasdaq: PATK); boats — Brunswick (NYSE: BC), Malibu Boats (Nasdaq: MBUU), MasterCraft (Nasdaq: MCFT); powersports — Harley-Davidson (NYSE: HOG), BRP (Nasdaq: DOOO), LiveWire (NYSE: LVWR), Honda/Yamaha/Suzuki/Kawasaki; Polaris (NYSE: PII) across water and land.
22. Regulatory framework (via child primers): state dealer-licensing and motor-vehicle/motorcycle franchise statutes; FTC Safeguards Rule; CFPB Regulation Z (Truth in Lending); EPA engine-emissions standards; U.S. Coast Guard (vessels); Consumer Product Safety Commission (ATVs); National Highway Traffic Safety Administration (highway motorcycles, RVs, trailers). https://www.ftc.gov/business-guidance/resources/automobile-dealers-ftcs-safeguards-rule-frequently-asked-questions